Bascule-bridge.



J. A. L.- WADDELL & J. L. HARRINGTON.

BASGULE BRIDGE.

' I APPLIUATION FILED JULY 24, 1908. 95,45.

Patented Mara-22, 1910.

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. L. WADDELL & J. HARRINGTON.

BASGULB BRIDGE.

APPLICATION FILED JULY 24, 1908.

Patented M1222, 1910.

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J. A. L. WADDELL & J. L. HARRINGTON.

BASGULE BRIDGE. APPLICATION FILED JULY 24. 1908.

Patented Mar. 22, 1910.

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J. A. L. WADDELL & J. L. HARRINGTDN.

BASCULB BRIDGE.

APPLICATION mum JULY 24, 1908.

Patented Mar. 22, 1910.

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J. A. L. WADDBLL & J. L. HARRINGTON.

BASGULE BRIDGE.

APPLICATION FILED JULY 24, 1908.

Patented Max:122, 1910.

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JOHN A. L. WADDELL AND JOHN LYLE HARRINGTON, OF KANSAS CITY, MISSOURI.

BASOULE-BBIDGE.

To all whom it may concern:

Be it known that we, JOHN A. L. l/VAD DELL and JOHN LYLE HARRINGTON,both citizens of the United States, residing at Kansas City, in thecounty of Jackson and State of Missouri, have invented certain new anduseful Improvements in Bascule-Bridges; and we do declare the followingto be a full, clear, and exact description of the invention, such aswill enable others skilled in the art to which it appertains to make anduse the same, reference being had to the accompanying drawings, and tothe figures of reference marked thereon, which form a part of thisspecification.

Our invention relates to lift bridges and more particularly to a typecommonly known as bascule, in which a bridge span is revolubly mounted,or trunnioned, at one side of a channel, and counterbalanced to enablethe projecting span to swing vertically when clearing the channel forthe passage of vessels.

It is the object of our invention to provide a bridge of this type inwhich the balancing weight is advantageously arranged; to provide animproved carrying axle and a mounting that will permit the axle toautomatically adjust itself when deflected, in order to obviatedisalinement of the parts and avoid serious secondary stress in thetrusses; to provide a driving mechanism in which the motive parts may bepermanently located on a stable foundation, and so connected with themovable span that the transmitting parts may not be affected by apossible uneven settlement of the motor and span piers, and to providean improved locking mechanism for securely holding the span in itstraiiic carrying position.

A further object of our invention is to provide other improved detailsof structure which will presently be fully described and pointed out inthe claims, reference being had to the accompanying drawings in whichFigure I is a top plan view of a bascule bridge constructed according toour invention. Fig. II is a side elevation of same. Fig. III is an endview of the movable span parts and the support for same. Fig. IV is aside elevation showing a diagram of the electrical controlling partsused in connection with the movable span. Fig. V is an enlarged view, inside elevation, of the span axle and its mounting. Fig. VI is an endSpecification of Letters Patent.

Application filed July 24, 1908.

Patented Mar. 22, 191i).

Serial No. 445,124.

view of same. Fig. VII is an enlarged plan view of the span lockingmechanism. Fig. VIII is a side elevation of same. Fig. IX. is anenlarged plan view of the cable attaching member on the counterbalance.Fig. X is a side elevation of same. Fig. XI is an enlarged plan view ofthe power mechanism and its connection with the counterbalance. Fig. XIIis a side view of same. Fig. XIII is a detail view of the solenoid brakeused with the motor parts.

Referring more in detail to the parts, 11 designate the land abutmentsat each side of a channel 2, and 3 a pier that is located in the channelbetween the abutments 1-1. Supported on and rising from pier 8 are thebridge supports 4, one of which is arranged at each side of the roadwayand has a laterally projecting brace 5; the supports and braces beingfirmly mounted on the pier and the lower ends of the opposite bracesconnected by a bracing frame 6 that is embedded in the pier and extendstransversely theret-hrough.

On the top of each of the supporting units l--5 is a block 7 that isprovided with an open, cylindrical bearing 8 in which one end of thebascule axle 9 is adapted to seat. The bearing portions 10 of axle 9 areoii" set downwardly from the axle body, and rounded longitudinally tofit the curved surface 11 of the bearing 7, in order to enable eitherend of the axle to automatically adjust itself in its bearing, when theaxle is deflected under the load of the span. Near each end of thecentral body portion, axle 9 is provided with an integral convexenlargement 12 upon which the span hub 13 is adapted to revolve; theconstruction of the convex enlargement and hub being such that when theshaft 9 deflects, each hub may move laterally on its convex enlargement,to automatically adjust itself to the changed condition of the shaftwithout interfering with the proper working of the bridge, and avoidsecondary stresses in the trusses.

Rigidly connected to and preferably integral with each of hubs 13 arethe projecting side flanges 1%, within which the inner ends of the spanmembers 15 and counterpoise members 16 are anchored; the members 15being extended to and connected with the span 1'? and the members 16 toand with the counterpoise frame 18. Span 17 is pro vided with a suitableroadway 19, which, when the span is in its lowered position, is

adapted to form a substantially continuous path with the permanentroadway 2020 that ends at the edge of each abutment 11, or at one sideat the end of a permanent span 21, the free end of span 17 being adaptedto seat on a step 22 on the abutment 1 and provided with projecting endledges 23.

Permanently mounted on step 22, in line with the span ledges 23, are thebearing frames 2 1. Axially mounted in the bearing frames 24 are thelocking members 25, each of which is provided with a recess 26 that isadapted to receive the relative span ledge 23 when the locking member isrocked thereupon, so that the top of the ledge may be held againstvertical movement by the free end 25 of such locking member. Pivotcd toeach of the locking members is a pitman 27 that extends backwardlytherefrom and is pivotally connected, at its opposite end, with a crank28 on a shaft 29, which latter is revolubly mounted on a second step 30on the abutment 1. Rigidly mounted on shaft 29 is a gear wheel 31 whichmeshes with a similar wheel 32 on a motor shaft 33.

33 designates a motor, of any suitable type, by which the parts justdescribed are operated.

The segmental counterpoise frame 18, which is supported by the struts 16at the balance end of the span, preferably coinprises the sheavesegments 3e, which are arranged to rotate about the horizontal axis infront of the permanent span 21. Carried by the upper end of segments 34,and extending therebetween a t a sufiicient distance above the roadwayto obviate interference with traffic, is the counterpoise weight 35,which may be composed of any suitable material, preferably concrete, andis adapted so to balance the lifting span that the center of gravity ofthe entire moving mass will be practically coincident with the axis ofrotation.

36 designates a driving shaft that is revolubly mounted at thecounterpoise end of the span 21 and extends transversely thereon.

37 designates gear wheels, one of which is rigidly mounted near each endof shaft 36 and meshes with a gear wheel 33 on a motor shaft 39 that isadapted for actuation by the motors 4L0. Motors 1-0 are preferably of anelectrical. type and adapted for simultaneous or independent action,being electrically connected, to secure united action, but otherwiseindependent of each other, eX- cept for their connection through thedriving shaft 36. Rigidly mounted in bearings tl, are the drums 4-2,each of which has a geared flange 43 adapted for engagement with a gearwheel i l on an intermediate shaft 45, that is connected with thedriving shaft 36, by the gears l617 so that both drums may be revolvedin unison upon the revolution of said driving shaft. Revoluloly mountedin bearings at each side of span 21 in substantial alinement with thedrums 42 and sheave segments 3-1, is a sheave 49.

5O designates a cable, or set of cables for each of drums 42, one end ofwhich is wound on drum t2 and its opposite end beneath the sheave 49 andthrough the channel of the relative sheave segment 34; to the upper endof the counterpoise frame.

52 designates a second cable or set of cables, one end of which issecured to the drum 12 and its opposite end led over its relative sheave49 and secured to the lower end of the segment 34, so that when thedrums .1-2 are revolved in one direction the cables 50 will be drawndown to lower the counterpoise and elevate the span, and when they arerevolved in the opposite direction the cables 52 are retracted to raisethe counterpoise and lower the span; the opposite cables traveling inopposite directions during the drum movement, and always maintaining ataut connection between the drums and counterpoise frame. lVhile asingle cable or set of cables may be employed for each drum and segmentand the cable ends secured to the segments in any suitable manner, weprefer to provide each drum with two cables or two sets of cables andthe segments with equalizing devices whereby possible unequalcontraction and expansion of the cables may be taken up; such equalizingdevices preferably comprising the following mechanisms :On each segment34: is a bearing 53, having a pin 5st and slot 55. Loosely mounted inslot 55, and adapted for rocking movement on the pin 54:, is a lever 56,comprising a pair of side plates that are rigidly connected at each endwith the collars 57. On the ends of each of cables 50 is a socket 58, towhich is pivoted a threaded pin 5;), the shank of which is adapted toproject through one of the collars 57 and carry nuts (30. With such anarrangement, the cables may be attached to the segments, and theseparate cables in each set adjusted primarily, or at any time anadjustment is necessary, without removal of any of the parts.

To obviate damaging impact of the span and support, we provide asuitable brake mechanism and means for automatically actuating same asthe span reaches the upper or lower limit of its travel; such mechanismpreferably comprising an ordinary type of solenoid brake (31 that isenergized upon the application of current to the motor, but which, as itmay be of an ordinary and well. known type, will not be described indetail.

2 designates a pole changer of any well known type.

63 designates a bell crank lever that is pivoted adjacent to thecounterpoise frame 18, and has one of its arms 64:, connected by apitman 65, with the switch arms 6667 of the pole changer, the second arm68, being extended into the path of the lugs 69 70 on one of the framesegments 34L. With such device, the lug 69 will engage the crank arm 68as the frame 18 moves downwardly, and move the pitmen 65 to shift thecontact of the switches 6667, to change the direction of the motors.WVhen the motors are again put in operation, the counterpoise will bemoved upwardly, and the switches 6667 rocked by the lug 70 when itcontacts with the bell crank, and the poles changed to their originalcondition.

71 designates a controller that is connected with the motors l0 and isadapted for automatic return to open position as the pole changer switchpasses a neutral position when rocked by the bell crank 63.

- Assuming the parts to be constructed and arranged in the mannerdescribed and the free end of the span locked to prevent accidentaldisplacement, the span may be used as an ordinary trafiic bridge. Whenit is desired to clear the channel to permit the passage of a vessel,the motor 38 at the free end of the span is operated to revolve theshaft 29, the revolution of such shaft actuating the crank 28 so thatthe lock 26 is moved back away from the span ends. The motors 40 arethen operated to revolve the drums l2 in the direction of the arrow,Fig. XII and the cables 50 wound over the drums, their upper ends beingdrawn downwardly as they are wound on the drums, and the cables 52removed from the drums by the downwardly moving ends of the counterpoiseframe; the sheaves A9 holding the cables in the proper relation to thecounterpoise segments, and the frame moving downwardly in front of thepermanent span until the movable span has reached its upper, channelclearing position. As the span reaches its upper position the bell crank63 is engaged by the lug 69 on the counterpoise frame and acts to shutdown the motors and apply the brakes, so that the span may assume itsposition and stop without damaging the supporting or actuating parts,and particularly without placing an undue strain on the motor cables.Simultaneously with the closing down of the motors, their polarity maybe changed to cause them to operate in the opposite direction whencurrent is again applied thereto.

When it is desired to lower the span the motors are operated in theopposite direction to produce a pull on the ropes 52 that will raise thecounterpoise frame and lower the span, the ropes 50 paying out as thedrum revolves, so that the ropes are always taut over the sheaves 49 andany unevenness of travel of the frame, due to slack in the ropes isobviated. As the span assumes the lowered position, the bell crank 63 isrocked by the lug 70, to again shut down the motors, apply the brakes,and change the polarity of the motors, so that a damaging impact of thespan end with the abutment 1 is obviated, and the motors are put incondition for operation .in their original manner, upon a furtherapplication of current. The span being lowered, the motor 33 is operatedto move the locking yokes over the span ends, when the span will bepermanently and securely locked in its traffic carrying position.

While a more satisfactory operation of the parts may be secured bysimultaneous operation of both of motors 40, should one of the motorsbecome inoperative the shaft 86 may be actuated by the other to securean actuation of both of drums 42. By arranging the counterpoise weightsat the top of the frame 18, a clear traffic way is provided therebeneathwhile the span is in its lowered position, while the weighted portionmay provide a barrier across the roadway when the span is open.

l/Vhile we have described the motors and brake mechanisms as ofelectrical types, it is readily apparent that suitable mechanical partsmay be substituted therefor, such parts in themselves being of anyordinary type and claimed as our invention only in their combinationwith our improved bridge.

Having thus described our invention, what we claim as new therein anddesire to secure by Letters Patent is 1. In a bascule bridge, asupporting frame, bearing members mounted on the frame and provided withcurved bearing surfaces, an axle having its ends rounded longitudinallyand seated upon the curved bearing surfaces, and a counterpoised bridgespan revolubly mounted on said axle.

2. In a bascule bridge, a supporting frame, bearing members mounted onsaid frame and provided with curved bearing surfaces,- an axle havinglongitudinally curved sections seated upon the curved bear ing surfacesand provided with convex enlargements adjacent to said longitudinallycurved sections, and a counterpoised bridge span having hubs fitting theconvex enlargements of said axle, substantially as set forth.

3. A bascule bridge comprising abutments, a pier located between theabutments, supports located upon the pier, bearing blocks having curvedsurfaces, and mounted upon the supports, an axle having offset endsrounded longitudinally and seated upon the curved surfaces of thebearing blocks, and a bridge span having a segmental counterpoise frameand revolubly mounted upon the axle.

4,. A bascule bridge comprising abutments, a pier located between theabutments, supports located upon the pier, bearing blocks having curvedsurfaces and mounted upon the supports, an axle having ofl'set endsrounded longitudinally, and seated upon the curved surfaces of thebearing blocks, and formed with convex enlargements adjacent to theofi'set ends, and a bridge span having a segmental counterpoise frameprovided with a hub fitting the convex enlargements of the axle.

5. A bascule bridge comprising axle bearings, an axle having ofl'set endportions adapted to seat in said bearings, and convex enlargementsprotruding therefrom adjacent to said ofiset end portions, and acounter-balanced span having hubs adapted for support by and automaticadjustment on said convex enlargements.

6. In a bascule bridge, a revoluble span, a counterpoise, a slottedbearing in said counterpoise, a bracket movably mounted in the slot insaid bearing, collars carried by the opposite ends of said bracket,threaded pins adapted for sliding movement in said collars, cablesconnected with said pins and with an actuating device, and nuts on saidpins adapted for engagement with said 001- lars, substantially as andfor the purpose set forth.

7. In a bascule bridge, an axially mounted span, a counterpoise, motorspermanently mounted adjacent to said counterpoise, pliant means forconnecting said motors with said counterpoise, whereby the latter may beraised or lowered according to the direction of travel of said motors, apole changer mechanism connected with said motors and comprisingsuitable switches, lugs on the upper and lower ends of saidcounterpoise, a lever pivotally mounted with one arm projected into thepath of said counterpoise lugs, and a pitman connecting the opposite armof said lever and the pole changer switches, substantially as and forthe purpose set forth.

In testimony whereof we atfix our signatures in presence of twowitnesses.

JOHN A. L. VVADDELL. JOHN LYLE HARRINGTON. lVitnesses:

ARTHUR C. BROWN, HAROLD E. RICHARDS.

